U.S. patent number 9,358,979 [Application Number 14/520,169] was granted by the patent office on 2016-06-07 for vehicle speed control apparatus and method.
This patent grant is currently assigned to Ford Global Technologies, LLC. The grantee listed for this patent is Ford Global Technologies, LLC. Invention is credited to Chris Connelly, David Hesketh, Chris Edward Pedlar, Themi Philemon Petridis.
United States Patent |
9,358,979 |
Pedlar , et al. |
June 7, 2016 |
Vehicle speed control apparatus and method
Abstract
The present disclosure describes systems and methods for
controlling the speed of a vehicle comprising: during a pulse phase
of cruise control, applying engine torque to raise speed, the
amount and duration of which being responsive to engine speed; and
during a glide phase of cruise control, discontinuing engine
combustion. In this way cruise control may maintain a mean speed
equivalent to a desired, threshold speed while reducing fuel
consumption, and NVH effects felt by the end user compared to
traditional cruise control methods.
Inventors: |
Pedlar; Chris Edward
(Chelmsford, GB), Connelly; Chris (Nr Great Dunmow,
GB), Hesketh; David (Ingatestone, GB),
Petridis; Themi Philemon (Bishop's Stortford, GB) |
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
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Assignee: |
Ford Global Technologies, LLC
(Dearborn, MI)
|
Family
ID: |
45991747 |
Appl.
No.: |
14/520,169 |
Filed: |
October 21, 2014 |
Prior Publication Data
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Document
Identifier |
Publication Date |
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US 20150039203 A1 |
Feb 5, 2015 |
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Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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13779534 |
Oct 21, 2014 |
8868312 |
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Foreign Application Priority Data
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Feb 27, 2012 [GB] |
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1203312.2 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W
10/06 (20130101); B60W 30/00 (20130101); B60K
31/047 (20130101); B60W 30/16 (20130101); B60W
30/143 (20130101); B60W 10/02 (20130101); Y02T
10/52 (20130101); Y02T 10/40 (20130101); B60K
2310/242 (20130101); B60W 2030/1809 (20130101) |
Current International
Class: |
B60W
10/02 (20060101); B60W 30/00 (20060101); B60W
10/06 (20060101); B60W 30/14 (20060101); B60K
31/04 (20060101); B60W 30/16 (20120101); B60W
30/18 (20120101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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101994583 |
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Mar 2011 |
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CN |
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102077147 |
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May 2011 |
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CN |
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102004017115 |
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Oct 2005 |
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DE |
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2476572 |
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Jul 2012 |
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EP |
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2007187090 |
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Jul 2007 |
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JP |
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2007276542 |
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Oct 2007 |
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JP |
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2012047148 |
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Mar 2012 |
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JP |
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2012029178 |
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Mar 2012 |
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WO |
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Other References
Yee, Thomas Y., Third-Party Submission in Accordance with 35 U.S.C.
122(e) and 37 C.F.R. 1.290 with DE102004017115, Submitted in U.S.
Appl. No. 13/779,534, Mar. 6, 2014, 29 pages. cited by applicant
.
Partial Translation of Office Action of Chinese Application No.
201310061466.8, Issued Apr. 6, 2016, State Intellectual Property
Office of PRC, 15 pages. cited by applicant.
|
Primary Examiner: Zanelli; Michael J
Attorney, Agent or Firm: Voutyras; Julia Alleman Hall McCoy
Russell & Tuttle LLP
Parent Case Text
CROSS REFERENCE TO RELATED APPLICATIONS
The present application is a continuation of U.S. patent
application Ser. No. 13/779,534, entitled "VEHICLE SPEED CONTROL
APPARATUS AND METHOD," filed on Feb. 27, 2013, now U.S. Pat. No.
8,868,312, which claims priority to G.B. Patent Application No.
1203312.2, entitled "VEHICLE SPEED CONTROL APPARATUS AND METHOD,"
filed on Feb. 27, 2012, the entire contents of each of which are
hereby incorporated by reference for all purposes.
Claims
The invention claimed is:
1. A method, comprising: during a pulse phase of cruise control,
applying engine torque to raise speed, an amount and duration of
which being responsive to engine speed; and during a glide phase of
cruise control, discontinuing engine combustion.
2. The method as claimed in claim 1, wherein the amount of engine
torque applied in the pulse phase is selected based on a brake
specific fuel consumption map.
3. The method as claimed in claim 1, wherein the duration of engine
torque applied is increased during selected conditions.
4. The method as claimed in claim 1, wherein the amount of engine
torque applied in the pulse phase is varied from one pulse event to
another pulse event.
5. A method for a vehicle, comprising: reducing noise, vibration
and harshness during pulse and glide cruise control by, filtering a
tachometer output; adjusting a rate of acceleration during a pulse
phase; varying a duty cycle of the pulse phase; and adjusting a
difference between a high speed and a low speed, cruise control
including maintaining the vehicle within a distance range to a
vehicle in front.
6. The method of claim 5, further comprising determining a distance
to the vehicle in front, and adjusting engine output to maintain
the determined distance within the distance range.
7. The method as claimed in claim 5, wherein varying the duty cycle
of the pulse phase further comprises increasing a duration of
fueling.
8. The method as claimed in claim 5, wherein adjusting the
difference between the high speed and the low speed further
comprises reducing the difference between the high speed and the
low speed.
9. A method for a vehicle, comprising: during a pulse phase of
cruise control, applying engine torque to raise speed, an amount
and duration of which being responsive to engine speed and selected
based on a brake specific fuel consumption map; and during a glide
phase of cruise control, discontinuing engine combustion.
10. The method as claimed in claim 9, wherein the cruise control
includes automatically controlling a speed of the vehicle.
11. The method as claimed in claim 10, wherein controlling the
speed is adjustable by a driver of the vehicle during the cruise
control.
12. The method as claimed in claim 9, wherein during the glide
phase, vehicle speed is decreased by disengaging a transmission
clutch of the vehicle.
13. The method as claimed in claim 12, further comprising reducing
audio, visual or tactile phenomena associated with a repeated
change in vehicle speed.
14. The method as claimed in claim 13, further comprising reducing
audio, visual or tactile phenomena associated with the repeated
change in vehicle speed by reducing a sound produced by the
engine.
15. The method as claimed in claim 14, further comprising reducing
audio, visual or tactile phenomena associated with the repeated
change in vehicle speed by varying a duty cycle of the engine.
16. The method as claimed in claim 13, further comprising reducing
audio, visual or tactile phenomena associated with the repeated
change in vehicle speed by changing a rate at which vehicle speed
changes during the pulse phase or glide phase.
17. The method as claimed in claim 13, further comprising reducing
audio, visual or tactile phenomena associated with the repeated
change in vehicle speed by using a filter to alter a tachometer
display.
Description
TECHNICAL FIELD
The present application relates to a vehicle speed control
apparatus and method.
BACKGROUND AND SUMMARY
The present disclosure relates to controlling the speed of a
vehicle during a cruise control mode to increase fuel economy
and/or emissions.
Cruise control systems are provided within vehicles to
automatically control the vehicle's speed without any input, such
as operation of the accelerator pedal, by the driver. Typically, a
set point value related to the desired speed is defined by the
driver. The vehicle speed is automatically controlled until the
driver intervenes, such as by operating one or more of the brake,
clutch, accelerator or mode switch.
Known adaptive cruise control systems can also provide automatic
braking or dynamic set speed type controls. Automatic braking
systems allow a vehicle to keep pace with the car it is following,
slow when closing in on the vehicle in front and accelerate again
to the threshold speed when traffic allows. Dynamic set speed uses
the GPS position of speed limit signs to set the threshold
speed.
Existing speed control algorithms can accurately maintain vehicle
speed at the threshold speed, even under varying road gradients.
However, these algorithms are not optimized for fuel economy or
emissions. It is known that, even when traversing varying road
gradients with gentle slopes, this can be done more economically by
a skilled driver. The driver can maintain a relatively constant
throttle position and allow the vehicle to accelerate on the
downgrades and decelerate on upgrades, the driver reducing power
when cresting a rise and increasing power before an upgrade is
reached. Known cruise control systems tend to over-throttle on the
upgrades and retard on the downgrades, thus wasting the energy
available from the inertia of the vehicle.
Internal combustion engines operate most efficiently in terms of
brake specific fuel consumption (BSFC) at a particular combination
of engine speed, and torque. However, when cruising at constant
speed the engine may be far from the optimal BSFC operating
point.
Most speedometers have a tolerance of around .+-.10%. Vehicle
manufacturers typically calibrate speedometers to read high by an
amount equal to the average error to ensure that the speedometer
does not indicate a lower speed than the actual speed of the
vehicle.
Systems and methods for controlling the speed of a vehicle are
provided comprising: during a pulse phase of cruise control,
applying engine torque to raise speed, the amount and duration of
which being responsive to engine speed; and during a glide phase of
cruise control, discontinuing engine combustion. In this way cruise
control may maintain a mean speed equivalent to a desired,
threshold speed while reducing fuel consumption, and NVH effects
compared to traditional cruise control methods.
The above advantages and other advantages, and features of the
present description will be readily apparent from the following
Detailed Description when taken alone or in connection with the
accompanying drawings.
It should be understood that the summary above is provided to
introduce in simplified form a selection of concepts that are
further described in the detailed description. It is not meant to
identify key or essential features of the claimed subject matter,
the scope of which is defined uniquely by the claims that follow
the detailed description. Furthermore, the claimed subject matter
is not limited to implementations that solve any disadvantages
noted above or in any part of this disclosure. Further, the
inventors herein have recognized the disadvantages noted herein,
and do not admit them as known.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows an example cylinder of an internal combustion
engine.
FIG. 2 is a flow chart of a cruise control method according to the
disclosure.
FIG. 3 is a flow chart of methods for controlling NVH due to
enacting a cruise control method in accordance with the present
disclosure.
FIG. 4 shows a map of the brake specific fuel consumption for given
engine torque and speed.
FIG. 5 shows example embodiments of vehicle speed during pulse and
glide phases in accordance with the present disclosure.
DETAILED DESCRIPTION
Referring now to the figures, FIG. 1 depicts an example embodiment
of a combustion chamber or cylinder of internal combustion engine
10. Engine 10 may receive control parameters from a control system
including controller 12 and input from a vehicle operator 130 via
an input device 132. In this example, input device 132 includes an
accelerator pedal and a pedal position sensor 134 for generating a
proportional pedal position signal PP. Also included is an input
switch 133 for generating a cruise control signal CC. Cylinder
(herein also "combustion chamber`) 14 of engine 10 may include
combustion chamber walls 136 with piston 138 positioned therein.
Piston 138 may be coupled to crankshaft 140 so that reciprocating
motion of the piston is translated into rotational motion of the
crankshaft. Crankshaft 140 may be coupled to at least one drive
wheel of the passenger vehicle via a transmission system. Further,
a starter motor may be coupled to crankshaft 140 via a flywheel to
enable a starting operation of engine 10.
Cylinder 14 can receive intake air via a series of intake air
passages 142, 144, and 146. Intake air passage 146 may communicate
with other cylinders of engine 10 in addition to cylinder 14. In
some embodiments, one or more of the intake passages may include a
boosting device such as a turbocharger or a supercharger. For
example, FIG. 1 shows engine 10 configured with a turbocharger
including a compressor 174 arranged between intake passages 142 and
144, and an exhaust turbine 176 arranged along exhaust passage 148.
Compressor 174 may be at least partially powered by exhaust turbine
176 via a shaft 180 where the boosting device is configured as a
turbocharger. However, in other examples, such as where engine 10
is provided with a supercharger, exhaust turbine 176 may be
optionally omitted, where compressor 174 may be powered by
mechanical input from a motor or the engine. A throttle 20
including a throttle plate 164 may be provided along an intake
passage of the engine for varying the flow rate and/or pressure of
intake air provided to the engine cylinders. For example, throttle
20 may be disposed downstream of compressor 174 as shown in FIG. 1,
or alternatively may be provided upstream of compressor 174.
Exhaust passage 148 may receive exhaust gases from other cylinders
of engine 10 in addition to cylinder 14. Exhaust gas sensor 128 is
shown coupled to exhaust passage 148 upstream of emission control
device 178. Sensor 128 may be selected from among various suitable
sensors for providing an indication of exhaust gas air/fuel ratio
such as a linear oxygen sensor or UEGO (universal or wide-range
exhaust gas oxygen), a two-state oxygen sensor or EGO (as
depicted), a HEGO (heated EGO), a NOx, HC, or CO sensor, for
example. Emission control device 178 may be a three way catalyst
(TWC), NOx trap, various other emission control devices, or
combinations thereof.
Exhaust temperature may be measured by one or more temperature
sensors (not shown) located in exhaust passage 148. Alternatively,
exhaust temperature may be inferred based on engine operating
conditions such as speed, load, air-fuel ratio (AFR), spark retard,
etc. Further, exhaust temperature may be computed by one or more
exhaust gas sensors 128. It may be appreciated that the exhaust gas
temperature may alternatively be estimated by any combination of
temperature estimation methods listed herein.
Each cylinder of engine 10 may include one or more intake valves
and one or more exhaust valves. For example, cylinder 14 is shown
including at least one intake poppet valve 150 and at least one
exhaust poppet valve 156 located at an upper region of cylinder 14.
In some embodiments, each cylinder of engine 10, including cylinder
14, may include at least two intake poppet valves and at least two
exhaust poppet valves located at an upper region of the
cylinder.
Intake valve 150 may be controlled by controller 12 by cam
actuation via cam actuation system 151. Similarly, exhaust valve
156 may be controlled by controller 12 via cam actuation system
153. Cam actuation systems 151 and 153 may each include one or more
cams and may utilize one or more of cam profile switching (CPS),
variable cam timing (VCT), variable valve timing (VVT) and/or
variable valve lift (VVL) systems that may be operated by
controller 12 to vary valve operation. The operation of intake
valve 150 and exhaust valve 156 may be determined by valve position
sensors (not shown) and/or camshaft position sensors 155 and 157,
respectively. In alternative embodiments, the intake and/or exhaust
valve may be controlled by electric valve actuation. For example,
cylinder 14 may alternatively include an intake valve controlled
via electric valve actuation and an exhaust valve controlled via
cam actuation including CPS and/or VCT systems. In still other
embodiments, the intake and exhaust valves may be controlled by a
common valve actuator or actuation system, or a variable valve
timing actuator or actuation system. A cam timing may be adjusted
(by advancing or retarding the VCT system) to adjust an engine
dilution in coordination with an EGR flow thereby reducing EGR
transients and improving engine performance.
Cylinder 14 can have a compression ratio, which is the ratio of
volumes when piston 138 is at bottom center to top center.
Conventionally, the compression ratio is in the range of 9:1 to
10:1. However, in some examples where different fuels are used, the
compression ratio may be increased. This may happen, for example,
when higher octane fuels or fuels with higher latent enthalpy of
vaporization are used. The compression ratio may also be increased
if direct injection is used due to its effect on engine knock.
In some embodiments, each cylinder of engine 10 may include a spark
plug 192 for initiating combustion. Ignition system 190 can provide
an ignition spark to combustion chamber 14 via spark plug 192 in
response to spark advance signal SA from controller 12, under
select operating modes. However, in some embodiments, spark plug
192 may be omitted, such as where engine 10 may initiate combustion
by auto-ignition or by injection of fuel as may be the case with
some diesel engines.
As a non-limiting example, cylinder 14 is shown including one fuel
injector 166. Fuel injector 166 is shown coupled directly to
cylinder 14 for injecting fuel directly therein in proportion to
the pulse width of signal FPW received from controller 12 via
electronic driver 168. In this manner, fuel injector 166 provides
what is known as direct injection (hereafter also referred to as
"DI") of fuel into combustion cylinder 14. While FIG. 1 shows
injector 166 as a side injector, it may also be located overhead of
the piston, such as near the position of spark plug 192. Fuel may
be delivered to fuel injector 166 from a high pressure fuel system
8 including fuel tanks, fuel pumps, and a fuel rail. Alternatively,
fuel may be delivered by a single stage fuel pump at lower
pressure, in which case the timing of the direct fuel injection may
be more limited during the compression stroke than if a high
pressure fuel system is used. Further, while not shown, the fuel
tanks may have a pressure transducer providing a signal to
controller 12. It will be appreciated that, in an alternate
embodiment, injector 166 may be a port injector providing fuel into
the intake port upstream of cylinder 14.
As described above, FIG. 1 shows one cylinder of a multi-cylinder
engine. As such each cylinder may similarly include its own set of
intake/exhaust valves, fuel injector(s), spark plug, etc.
While not shown, it will be appreciated that engine may further
include one or more exhaust gas recirculation passages for
diverting at least a portion of exhaust gas from the engine exhaust
to the engine intake. As such, by recirculating some exhaust gas,
an engine dilution may be affected which may reduce engine knock,
peak cylinder combustion temperatures and pressures, throttling
losses, and NOx emissions. The one or more EGR passages may include
an LP-EGR passage coupled between the engine intake upstream of the
turbocharger compressor and the engine exhaust downstream of the
turbine, and configured to provide low pressure (LP) EGR. The one
or more EGR passages may further include an HP-EGR passage coupled
between the engine intake downstream of the compressor and the
engine exhaust upstream of the turbine, and configured to provide
high pressure (HP) EGR. In one example, an HP-EGR flow may be
provided under conditions such as the absence of boost provided by
the turbocharger, while an LP-EGR flow may be provided during
conditions such as in the presence of turbocharger boost and/or
when an exhaust gas temperature is above a threshold. The LP-EGR
flow through the LP-EGR passage may be adjusted via an LP-EGR valve
while the HP-EGR flow through the HP-EGR passage may be adjusted
via an HP-EGR valve (not shown).
Controller 12 is shown in FIG. 1 as a microcomputer, including
microprocessor unit 106, input/output ports 108, an electronic
storage medium for executable programs and calibration values shown
as read only memory chip 110 in this particular example, random
access memory 112, keep alive memory 114, and a data bus.
Controller 12 may receive various signals from sensors coupled to
engine 10, in addition to those signals previously discussed,
including measurement of inducted mass air flow (MAF) from mass air
flow sensor 122; engine coolant temperature (ECT) from temperature
sensor 116 coupled to cooling sleeve 118; a profile ignition pickup
signal (PIP) from Hall effect sensor 120 (or other type) coupled to
crankshaft 140; throttle position (TP) from a throttle position
sensor; and manifold absolute pressure signal (MAP) from sensor
124. Engine speed signal, RPM, may be generated by controller 12
from signal PIP. Engine speed may be displayed on tachometer 135.
Manifold pressure signal MAP from a manifold pressure sensor may be
used to provide an indication of vacuum, or pressure, in the intake
manifold. Still other sensors may include fuel level sensors and
fuel composition sensors coupled to the fuel tank(s) of the fuel
system.
Storage medium read-only memory 110 can be programmed with computer
readable data representing instructions executable by processor 106
for performing the methods described below as well as other
variants that are anticipated but not specifically listed.
Furthermore an engine controller may be adapted to determine a
brake specific fuel consumption value for a given engine speed and
torque and maximize fuel efficiency based on these values. At least
one of the first and the second predetermined values may be
dependent on the brake specific fuel consumption value for the
respective vehicle speed. This information may be predetermined and
stored in an engine control unit, for example.
FIG. 2 shows a method of automatically controlling the speed of a
vehicle. The method is carried out by an automatic speed control
apparatus. This apparatus may be part of the engine controller of
the vehicle or a separate component communicatively connected to
the controller. The apparatus may comprise a controller 12
comprising a processor 106 and memory, such as read only memory
110, and various sensors for measuring engine parameters and
vehicle speed.
The apparatus may be operatively coupled to the fuel supply system
of the vehicle. The apparatus may be adapted to at least one of
increase or decrease the amount of fuel supplied to the engine to
cause vehicle acceleration.
The apparatus may be operatively coupled to the vehicle
transmission. The apparatus may be adapted to decouple the vehicle
wheels from the engine. The apparatus may be adapted to disengage a
transmission clutch of the vehicle.
The apparatus also includes an input switch, which is operable by
the driver and causes the apparatus to enter a cruise control mode.
At step 202, the processor continuously monitors the state of the
switch. If not operated (NO) the processor returns to monitoring
the switch. If input is received indicated the cruise control
switch has been operated (YES), the apparatus enters the cruise
control mode and moves to step 204.
At 204, the processor determines a threshold speed. This initially
corresponds to the current speed of the vehicle and so the
processor sets the threshold speed to the sensed current speed.
However, the processor may be adapted such that the threshold speed
is adjustable by the driver during cruise control.
Next, at step 206, various engine parameters are sensed. These
parameters may be engine speed, load, AFR and others. At step 208,
a first predetermined value is determined. This value is dependent
on the engine parameters and is selected to provide an optimal
brake specific fuel consumption (BSFC) performance from the engine.
However, an upper threshold may also be applied, such as that the
first predetermined value is not greater than 10% of the threshold
speed. A first value may be determined based on engine speed and
torque output and may vary with brake specific fuel consumption for
a given output. This will be described in greater detail below with
reference to FIG. 4.
At step 210, the processor sends a signal to increase the amount of
fuel delivered to the engine. This causes an increase in the
vehicle speed.
At step 212, the current vehicle speed is sensed. The processor
includes a comparator unit and, at step 214, the current vehicle
speed is compared to a sum of the threshold speed and the first
predetermined value. If the current vehicle speed is less than this
sum (NO at 214) then the method returns to step 210 to further
increase the supply of fuel. If the current vehicle speed has
reached or exceeded the sum (YES at 214) then the method continues
to step 216.
At step 216, the various engine parameters are again sensed. At
step 218, a second predetermined value is determined. This value is
also selected to provide an optimal BSFC performance from the
engine. The optimal BSFC value will have changed as it is dependent
on engine speed which will have changed as vehicle speed has been
increased. A lower threshold may not be applied to avoid speed
violations but may be applied to minimize the magnitude of the
fluctuating around the threshold speed.
The first predetermined value or proportion may be substantially
equal to the second predetermined value or proportion.
At least one of the first and the second predetermined values may
be dependent on at least one engine parameter. At least one of the
first and the second predetermined values may be dependent on the
brake specific fuel consumption value for the respective vehicle
speed. At least one of the first and the second predetermined
values may be selected to produce an optimal brake specific fuel
consumption value from the engine.
At least one of the first and second predetermined proportions may
be a predetermined proportion or percentage above the threshold
speed. The predetermined percentage may be 10% or less.
The method may include providing a controller comprising a
processor and memory for carrying out the method. The predetermined
values or proportions may comprise values or proportions stored in
memory.
Alternatively, the predetermined values or proportions may be
determined from a stored algorithm. The predetermined values or
proportions may be determined in real time. The predetermined
values or proportions may be determined just prior to changing the
vehicle speed.
The predetermined values or proportions may comprise values or
proportions stored in the memory.
At step 220, the processor sends a signal to decrease the amount of
fuel delivered to the engine. This causes a decrease in the vehicle
speed. In another embodiment, engine combustion may be discontinued
during this "glide" phase of cruise control.
At step 222, the current vehicle speed is again sensed. At 224, the
processor then compares the current vehicle speed with a difference
of the threshold speed and the second predetermined value. If the
current vehicle speed is greater than this difference (NO at 224),
then the method returns to step 220 to further decrease the supply
of fuel.
If the current vehicle speed has decreased such that it is equal or
less than the calculated difference (YES at 224) then the method
returns. Therefore, the method repeats the steps of increasing and
decreasing the vehicle speed as long as the cruise control switch
is operated. The cruise control switch may be turned off by a user
input thus exiting the cruise control mode. However, in another,
non-limiting example the cruise control switch may be turned off by
another input, such as from a collision avoidance system.
Utilizing the method of the present disclosure small variations in
vehicle speed around the threshold speed are allowed to occur in
order to alternately operate close to the BSFC for short durations
where the fueling is increased. These pulse periods are followed by
periods of glide, under no load the vehicle is allowed to coast.
During these coasting periods, fueling will either be removed
altogether, with the vehicle driving the engine, or maintained at a
level sufficient to balance engine drag torque, but providing no
torque to the wheels. In this way the vehicle speed will maintain a
mean value around the threshold speed, but the fuel consumption
will be reduced versus a constant fueling regime.
In an alternative embodiment, the step of decreasing the vehicle
speed may involve decoupling the vehicle wheels from the engine,
such as by disengaging a transmission clutch of the vehicle.
The present disclosure allows small variations in vehicle speed
around the threshold speed in order to operate at or close to the
optimal BSFC. Using the pulse and glide approach, the vehicle speed
will have a mean value around the threshold speed, but the fuel
consumption will be reduced in comparison to a constant fueling
regime.
A cruise control apparatus of the present disclosure may further be
an adaptive automatic speed control apparatus. The apparatus may
include a detecting system, such as radar, to detect a vehicle in
front and determining a distance to the vehicle in front. The
apparatus may be adapted to maintain the vehicle within a distance
range to the vehicle in front.
The disclosure may comprise an adaptive speed control method and
apparatus which utilizes a forward looking radar system to detect
the distance to the vehicle in front. This distance may be
dynamically managed to allow the increasing and decreasing speed of
the vehicle.
The threshold speed may at least initially correspond to the
current speed of the vehicle. The threshold speed may be adjustable
by the driver during the cruise control mode.
The step of increasing the vehicle speed may comprise increasing
the amount of fuel supplied to the engine to cause vehicle
acceleration.
The step of decreasing the vehicle speed may comprise decreasing
the amount of fuel supplied to the engine to cause vehicle
deceleration. Alternatively, the step of decreasing the vehicle
speed may comprise decoupling the vehicle wheels from the engine.
The step of decreasing the vehicle speed may comprise disengaging a
transmission clutch of the vehicle.
Alternatively or in addition, at least one of the steps of
increasing and decreasing the vehicle speed may comprise passively
allowing the vehicle speed to increase or decrease respectively due
to road gradients, cutting engine power or the like. Therefore, the
terms "increasing" and "decreasing" are intended to include taking
an action which indirectly causes, or passively allows, the change
in speed.
The method may include adaptively controlling the speed of the
vehicle. The method may include detecting a vehicle in front and
determining a distance to the vehicle in front. The method may
include maintaining the vehicle within a distance range to the
vehicle in front. The step of at least one of increasing the
vehicle speed, decreasing the vehicle speed, calculating the first
predetermined value and calculating the second predetermined value
may be dependent on the distance to the vehicle in front.
The above method may affect characteristics of the vehicle and/or
engine, such as noise, vibration, and harshness (NVH)
characteristics. FIG. 3 shows a flowchart of methods that may be
enacted to minimize audio, visual or tactile phenomena manifested
as NVH characteristics associated with or produced by the cruise
control mode. The method 300 starts with an engine on event than
proceeds to step 302 where it is determined if the cruise control
switch has been operated. If at 302, the cruise control switch has
not been operated (NO) the method ends.
If, at 304, the cruise control switch has been operated (YES) the
method proceeds to 304 where actions are taken to minimize NVH
characteristics that may be caused by enacting a cruise control
method in accordance with the present disclosure. The actions
listed in step 304 occur concomitantly with steps, which may be
those outlined in FIG. 2, to control vehicle speed. At 306, the
duty cycle may be varied to minimize large gains and losses in
vehicle speed. Varying the duty cycle may involve varying the
torque applied to reach a speed a first value above a threshold
speed, described in greater detail below in reference to FIG. 5.
Varying the duty cycle may also involve reducing the magnitude of
fluctuation in speed as described below and further in reference to
FIG. 5
At 308, the magnitude of fluctuation around threshold speed may be
minimized. In one example, this may mean the first and second
values are reduced such that they are less different from the
threshold speed and thus changes in speed are reduced due to the
narrow range of speeds visited by the cruise control device. This
is described in further detail below in reference to FIG. 5
At 310, the aggressiveness of the change in speed is minimized.
This may mean that transitions in fueling and throttle actuations
and deactivations are made to be more gradual. This may be
accomplished by a readable program stored and carried out by engine
controller 12. Example embodiments with varied aggressive in speed
change are shown and described below in reference to FIG. 5
At 312, another example of reducing NVH may be filtering tachometer
output to alter the display. Some methods of increasing and
decreasing vehicle speed involve rapid and/or large changes in
engine speed and this may be noticeable to the driver from the
tachometer display. This may be mitigated using a tachometer
filtering algorithm. The method 300 then returns.
Several of the actions shown at step 304 may be undertaken
simultaneously or, in another example, one may be enacted at a
time. Enacting the various methods to minimize negative NVH
characteristics due to cruise control may be further responsive to
additional input from sensors. For example, large changes in engine
speed as indicated by a hall effect sensor may trigger a filtering
algorithm for the tachometer display. Such large changes may
further trigger a minimization of magnitude of fluctuations around
the threshold speed. After steps to minimize NVH characteristics
have been enacted they may be continued as long as the cruise
control switch is operated. In an alternate example, these methods
may occur when triggered by particular sensors or under particular
cruise control conditions.
Referring now to FIG. 4, a map is shown of brake specific fuel
consumption for given engine speeds and torques. High efficiency
range 402 shows a region of torques and speeds at which a given
engine operates at optimal fuel economy. Mid efficiency range 404
shows where an engine may operate moderately efficiently and low
efficiency range 506 shows the region of torque and engine speeds
at which the engine may operate less efficiently to provide a given
output. Brake specific fuel consumption maps such as that shown in
FIG. 4 may be stored in read only memory 110 of engine controller
12 and used in conjunction with engine operating parameters in
determining a first and second value around a given threshold
vehicle speed.
For example if a cruise control switch is operated at a given
engine speed and torque there may be a range of values to maintain
the approximate resultant vehicle speed. A first value may be
chosen based in that range to provide the maximal fuel efficiency
for a given range. Examples of such ranges are shown at 407, 408,
and 410. In the range indicated by 407, a first value may be chosen
by controller 12 so that vehicle speed is maintained by pulse
phases with higher torque 412 such that during pulse phases of
cruise control when fueling is increased higher torque values
correspond to the most fuel efficient operation of the engine.
Conversely, in the range indicated by 408, a lower torque 414 may
correspond to the maximal fuel efficiency which will be used to
calculate a first value once a cruise control switch has been
operated.
In another example, a range 410 may exist where a middle torque
value may provide the highest fuel economy in a given range. Brake
specific fuel consumption maps such as the example shown may be
used by an engine controller in declaring a first and second
threshold value, but also in determining how a target speed is
reached, a concept described in greater detail below in reference
to FIG. 5.
A pulse phase in which fueling is increased in order to reach a
vehicle speed which is a first value above the threshold speed may
vary in its length (altering the duty cycle). For a given
difference between the threshold speed and a high speed, a longer
duration of fueling (with a shallower slope) may correspond to a
lesser rate of acceleration. Conversely, a steeper slope and
shorter duration of fueling may correspond to a higher rate of
acceleration. These durations may be adjusted to achieve maximal
fuel economy and to minimize noise, vibration and harshness effects
felt by a vehicle user. In addition to variations in duty cycle and
duration of fueling, fueling increases may not be consistent for an
entire pulse phase and an engine may be more efficient in ramping
up a fueling increase toward the end of a pulse phase, for
example.
In one example, an engine torque applied during the pulse phase may
be selected based on the current engine speed and the BSFC maps
stored in the controller. The controller may determine a range of
available applied torque that will meet cruise control requirements
(e.g., maximum duration of the pulse phase, minimum and maximum
acceleration rates, etc.). Then, from the available range, the
torque that minimizes fuel consumption may be selected. This
approach may be repeated for each pulse phase given the engine
speed for that phase. This may result in a first torque value
applied at a first engine speed in a first pulse phase in a first
gear, and a second torque value applied at a second engine speed in
a second pulse phase in a second gear, such as due to a gear shift
between the first and second pulse phases. Because of the
potentially different speeds and the different positions in the
BSFC map, different torques limits may be selected to minimize the
fuel consumption (e.g., the first torque may be a torque at a
higher end of the available range at the first speed, and the
second torque may be a torque at a lower end of the available range
at the second speed, such as illustrated in FIG. 4). Accordingly,
the amount of engine torque applied in the pulse phase may vary
from one pulse event to another pulse event.
Referring now to FIG. 5 examples of vehicle speed variations under
pulse and glide cruise control methods in accordance with the
present disclosure are shown. In a first example 501 a vehicle
speed is indicated by the solid black line. At 506 a user operates
the cruise control switch indicating a threshold speed 502. For
given engine parameters and the selected vehicle threshold speed
502 engine controller 12 may calculate a first threshold and a
second threshold. During a pulse phase 508 of cruise control,
fueling is increased to reach a high speed comprising the threshold
speed plus the first value at 500. In the first example 501 the
pulse phase 508 may increase in steepness (corresponding to faster
acceleration) toward the end of a pulse phase. The shape and slope
of the pulse phase 508 may be determined by an engine controller
based on operating parameters and on a brake specific fuel
consumption map such as the example shown in FIG. 4. The glide
phase 510 is dependent on road conditions and drag on an engine.
However, in some embodiments, the engine may be engaged to
counteract engine drag, but not apply torque to the wheels to
propel the vehicle. In another example, during a glide phase of
cruise control engine combustion may be discontinued. The glide
phase 510 may be substantially the same regardless of a shape and
slope of a pulse phase.
A second example 511 is shown with a smaller first and second
value, such that difference between the high speed 512 (a first
value in excess of the threshold speed 514) and the low speed 516
(a second value below the threshold speed 514) is less than the
difference as shown in the first example 501. This difference
between high and low speed may be adjusted to minimize NVH affects
due to cruise control. Also in the second example, the pulse phase
520, after a cruise control switch has been operated at 518, has a
linear shape such that acceleration throughout the pulse phase 520
is consistent.
In a third example 523, the pulse phase 532 is linear. However, in
the third example 523, the slope of the pulse phase 532 is
shallower than that of the pulse phase 520 in the second example
511. A shallower slope corresponds to a lesser rate of
acceleration. Differences in slope of the pulse phase 532 and in a
difference between threshold speed 502 and a high speed 500 and low
speed 504 may vary a duty cycle and thus the duration of fueling,
compared to another example. These variations in duty cycle may be
exploited to reduce noise, vibration, and harshness characteristics
due to pulse and glide type of cruise control.
In a fourth example 535, a pulse phase 544 may start with an
aggressive fuel increase (steep starting slope) and transition into
a more moderate fuel increase (applied torque). These types of
variations in shape of the pulse phase may be exploited to vary the
aggressiveness of fueling increase (torque application, higher or
lower) in different regions of a pulse phase to minimize noise,
vibration, and harshness effects due to a pulse and glide type of
cruise control.
The above described examples are provided to demonstrate
differences in a pulse and glide type of cruise control. Additional
variations are possible. Furthermore, throughout a course of cruise
control operation an engine controller may vary duty cycle, first
and second threshold values, aggressiveness of fueling, and/or the
shape or slope of a pulse phase to further maximize fuel efficiency
or minimize noise, vibration and harshness.
The present disclosure describes systems and methods for
controlling the speed of a vehicle comprising: during a pulse phase
of cruise control, applying engine torque to raise speed, the
amount and duration of which being responsive to engine speed; and
during a glide phase of cruise control, discontinuing engine
combustion. In this way cruise control may maintain a mean speed
equivalent to a desired, threshold speed while reducing fuel
consumption, and NVH effects felt by the end user compared to
traditional cruise control methods.
Whilst specific embodiments of the present disclosure have been
described above, it will be appreciated that departures from the
described embodiments may still fall within the scope of the
present disclosure.
It will be appreciated that the configurations and methods
disclosed herein are exemplary in nature, and that these specific
embodiments are not to be considered in a limiting sense, because
numerous variations are possible. For example, the above technology
can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine
types. The subject matter of the present disclosure includes all
novel and non-obvious combinations and sub-combinations of the
various systems and configurations, and other features, functions,
and/or properties disclosed herein.
The following claims particularly point out certain combinations
and sub-combinations regarded as novel and non-obvious. These
claims may refer to "an" element or "a first" element or the
equivalent thereof. Such claims should be understood to include
incorporation of one or more such elements, neither requiring nor
excluding two or more such elements. Other combinations and
sub-combinations of the disclosed features, functions, elements,
and/or properties may be claimed through amendment of the present
claims or through presentation of new claims in this or a related
application. Such claims, whether broader, narrower, equal, or
different in scope to the original claims, also are regarded as
included within the subject matter of the present disclosure.
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